City of Hopkins - Medica / North Annex Redevelopment Traffic Impact Study-February 15, 2001-
BRW, Inc.
City of Hopkins
'Planning Commission and City Council
1010 1st Street
Hopkins, MN 55343 -7573
RE: Medica / North Annex Redevelopment
Traffic Impacts Study
Dear Commission and Council Members:
The attached information is provided for review prior to the next scheduled meetings at which the
conceptual -level plans for the Medica Corporate Headquarters facility will be presented for discussion.
Since the last meetings, refinement of the proposed site plan and the related roadway improvements have
resulted in a reconfiguration of the proposed new intersection at Excelsior Boulevard. Copies of the
revised preliminary intersection design are attached. A series of review meetings have been held with
public agencies and with the two affected railroads to review the revised design and solicit comments and
feedback. The technical analysis portion of the Traffic Impact Study has also been completed since the last
project review meetings. A brief overview of the results is outlined below, and a draft of the Study is
attached for review. Some elements of the Traffic Study remain to be completed, including analysis of the
potential effects of ramp metering at the Highway 169 ramps from Excelsior Boulevard, and analysis of
alternate routes that may be utilized by traffic to and from the project site under congested conditions.
Revised Intersection Design - Excelsior Boulevard at Milwaukee / Monroe
The preliminary design for the proposed new intersection on Excelsior Boulevard has been redesigned to
address several neighborhood and Medica design team concerns. The previous design provided for direct
access to the project site generally along the former alignment of Monroe Avenue on the north side of
Excelsior Boulevard. Concerns identified with this intersection configuration included:
Additional intersections for resident's wishing to access Excelsior Boulevard from the north via
Jackson Avenue. The original design added an intersection requiring a left turn. The additional left
turn would also be necessary for traffic traveling north from Excelsior Boulevard to Jackson Avenue.
• Limitations on left turn lane lengths between Excelsior Boulevard and the intersection with realigned
St. Louis Street, and between the proposed site access and Jackson Avenue.
• Limited stacking space for vehicles exiting the site. Most of the available stacking space was located
on the public street between the site access, the intersection with St. Louis Street, and the intersection
Thresher Square
700 Third Street South
Minneapolis, MN 55415
612.370.0700 Tel
612.370.1378 Fax
BRW, Inc.
City of Hopkins
February 15, 2001
Page 2
with Excelsior Boulevard.
• The proposed site access alignment resulted in a significant amount of site area to the east of the site
access, and to the south of the extension of St. Louis Street that was rendered either unusable, or
useable only for parking that would be segregated from the balance of the project site by roadway.
• The configuration of the site access roadway also limited the site area available for surface parking
required for the proposed building closest to Excelsior Boulevard.
The revised intersection design resolves these issues by following the current alignment of St. Louis Street
to make the connection between Excelsior Boulevard and Jackson Avenue. Site access is provided at a
new four - legged intersection which provides for the connection with St. Louis Street directly opposite the
site access, drive, thereby eliminating one intersection as compared to the original design. Advantages of
the revised design include:
• Direct, continuous connection from Jackson Avenue to Excelsior Boulevard similar to the existing
condition with St. Louis Street.
• Additional length of separation between Excelsior Boulevard and the intersection with St. Louis street
and the site access driveway to provide additional length for left turns and vehicle stacking at the
intersections.
• Provision of an alternate route for vehicles approaching the site from the northeast via Blake Road and
2nd Street. The revision makes it more likely that some of the traffic approaching the site from this
direction will use Tyler and St. Louis street versus 2nd Street and Jackson Avenue to enter the site,
thereby avoiding the segment of 2nd Street with pedestrian crosswalks and parking lot driveways for
the Alliant Tech facility.
• Increased site utilization and area available for surface parking required for the most southerly
proposed building.
• Increased on -site stacking area between the proposed parking structure and the public street.
Three variations of the proposed intersection design are attached to illustrate the expected transitions to the
design expected over time with the development of the HCRRA Corridor for future busway and LRT use.
Sheet 1 of 3 illustrates the initial intersection configuration with the existing 12 -foot wide regional trail in
the HCRRA Corridor. Sheet 2 of 3 illustrates additional modifications to the intersection which would be
constructed for use of the HCRRA Corridor as a busway and trail. The feasibility study completed for the
busway included a 24 -foot wide bituminous roadway for two -way bus operations, and a 20 -foot wide
bituminous trail for combined bicycle and pedestrian use. The intersection plan incorporates the busway
and trail utilizing these planned dimensions. Sheet 3 of 3 illustrates the ultimate development of the
HCRRA Corridor for LRT use. Prototypical standards for separation of track which have been developed
BRW, Inc.
City of Hopkins
February 15, 2001
Page 3
by the HCRRA were applied to this version. As with the busway option, the regional trail is upgraded to a
20 -foot width. In all the variations, east to west pedestrian crossings are provided on the north and
south sides of Excelsior Boulevard. Pedestrian crossing of Excelsior Boulevard would be limited to a
single crossing on the west side of the intersection to limit exposure of pedestrians to future bus and rail
traffic at the crossing.
The south leg of the intersection including Milwaukee Street and Monroe Avenue has also been modified
by adding a median island to prevent left turns from southbound Milwaukee Street to Monroe Avenue.
This compromise was made to prevent the possibility of traffic backing up onto Excelsior Boulevard
caused by vehicles attempting to make a left turn at Monroe Avenue. The revised configuration provides
for full movement access to and from Milwaukee Street at Excelsior Boulevard, but limits outbound traffic
from the Presidential neighborhood to a right turn only at the intersection of Monroe Avenue with
Milwaukee Street. Traffic entering the neighborhood from Excelsior Boulevard will need to use Jackson
Avenue or Milwaukee Street rather than Monroe Avenue.
Design Review Meetings - Excelsior Boulevard Proposed Intersection
The revised intersection design has been reviewed with a number of regulatory agencies and with the two
affected railroads. Review meetings have been conducted by the Medica design team with:
• Mr. Robert Swanson, MnDOT Division of Railways and Waterways.
• Mr. Dean Michalko, Hennepin County Regional Railroad Authority ( HCRRA).
• Mr. Jim Kreegen, Canadian Pacific (CP) Railway, Public Works Section
• Mr. Dan Rickel, Twin Cities and Western Railroad (TC &W), Director of Operations
In general, none of the contacts had significant objections to the proposed intersection, provided that the
design includes sufficient protection in the form of traffic signal pre - emption, warning signals, and gate
arms at the rail crossing. Both MnDOT and CP Railway cited similar crossings in other locales. A
number of minor comments and suggestions for refinements were documented by the design team for
future consideration as the intersection design is refined. The process for review and approval of the
crossing has been initiated by CP Railway, with results expected in late February or early March.
Following review by CP Railway, the details of the crossing signals and gate arms would be designed by
the railroad and forwarded to the MnDOT Division of Railways and Waterways for formal design review
and permitting. Following review by the Planning Commission, City Council, and Hopkins residents, the
revised intersection design will be presented with all pertinent detail and supporting documentation to the
Hennepin County Transportation Department staff to coordinate the proposed improvement with the
County plans for upgrading Excelsior Boulevard. These meetings with County staff will directly involve
Mr. Stadler and the City's traffic consultant.
BRW, Inc.
City of Hopkins
February 15, 2001
Page 4
'Draft Traffic Impact Study
As noted earlier, the Traffic Impact Study technical analysis has been completed and documented in draft
=form for review by the City. A preliminary review meeting has been conducted with.the Public Works
- Director and the City's traffic consultant, Mr. Jim Benshoof. From a purely technical standpoint, the
preliminary results indicate that the development can occur as planned without causing unacceptable
conditions at the intersections- analyzed. The design team will be completing the more subjective
components of the Study following review of the draft study and revised site plan and intersection
configuration by the Planning Commission, City Council, interested residents, and City staff. This portion
of the study will include evaluation of likely alternative access routes to the site and their possible impacts,
analysis of the potential affect of ramp metering at the Highway 169 on -ramps from Excelsior Boulevard,
and analysis of the intersection of the site access driveway and St. Louis Street with Jackson Avenue,
which has not yet been studied. The following key points summarize the conclusions from the portion of
the study which has been completed:
• The estimated distribution of site- generated traffic has been revised utilizing a smaller sample of
Medica employees including only those employees hired in the last two years. It was felt that
including the more recently hired employees would result in a sample group that more accurately
reflected future travel patterns, since the recent hires may have made locational choices based on the
current location of the nearby Medica facility. This sample included approximately 370 employees
who live within the seven - county Metro region, as opposed to the original sample which included
approximately 900 employees.
• Trip Generation estimates were updated to reflect minor changes in expected development square
footage and use. The analysis completed assumed that the full development of the site would include a
total building gross floor area of 600,00 square feet; 450,00 square feet of Corporate Headquarters
Office use for Medica, and 150,00 square feet of General Office use to represent the facility which
may be developed on the site by others. Based on these square - footage figures and use types, the
following total number of trips were estimated for full development of the site:
Average Daily Trips (ADT): 5,120 trips
AM Peak Hour Trips: 890 trips
PM Peak Hour Trips: 850 trips
The estimated trips were assigned to the surrounding roadway utilizing the trip distribution percentages
illustrated in the Study.
• The roadway network and intersection modeling was completed assuming that the intersection of
Excelsior Boulevard with Milwaukee / Monroe will be completed, as designed, at the time that the
project opens. Other planned improvements to Excelsior Boulevard and the intersections between
Milwaukee Street and Blake Road as illustrated in the County's plans for Excelsior Boulevard have
been assumed to be complete.
BRW, Inc.
City of Hopkins
February 15, 2001
Page 5
i Traffic counts completed by BRW tduring late January were utilized as the basis for determining
background traffic levels at the intersections modeled in the traffic study. Counts were conducted over
several days to capture a variety of conditions. In order to provide the most conservative analysis
possible, the highest traffic levels observed at each intersection were used in the study. The AM and
PM Peak periods varied from intersection to intersection, but to again use the most conservative
approach, the highest observed volumes were utilized regardless of the actual peak time. Counts taken
at the intersections of Excelsior Boulevard with St. Louis Street, and Excelsior Boulevard with
Milwaukee Street were combined to form the basis for background traffic at the proposed new
intersection on Excelsior Boulevard.
• Based on requirements for an Indirect Source Permit which will be required for the project under air
quality regulations administered by the Minnesota Pollution Control Agency (MPCA) the time periods
modeled included the year 2004, which is one year after the project is expected to open, and the year
2020 which is consistent with traffic forecasts utilized on a regional basis by Hennepin County,
MnDOT, and the Met Council. The project was assumed to be at the full development level of 600,00
square feet for both time periods analyzed. In order to account for growth in background traffic, an
annual growth rate was applied to the existing traffic counts. The growth rate applied was based on
differences between historic and current traffic counts on the affected roadways.
• Potential changes in future conditions were considered in estimating traffic forecasts for the 2020 time
period. As requested, BRW considered potential redevelopment activities for the Excelsior Boulevard
commercial area, and conversion of the existing Alliant Tech facility to an alternate use. Based on
information provided to BRW by Jim Kerrigan, it was determined that redevelopment of the
commercial area would be unlikely to change the intensity of the commercial area as expressed by
building area devoted to commercial use. Therefore, the growth factor applied would account for any
increased activity generated by new or upgraded commercial uses. Parameters for the potential
redevelopment of the Alliant Tech site were also provided by Mr. Kerrigan, along with information on
the current utilization of the facility by Alliant Tech. Based on expected traffic generation from the
number of employees currently at the Alliant Tech facility, and potential square footage of office and
warehouse use if the site is redeveloped, no significant difference in future traffic generation is
expected. Trip estimates for two possible office- warehouse scenarios based on site area and parking
limitations were found to be very close to trip estimates based on the number of employees currently at
the site. No adjustment was made to reduce background traffic to account for SuperValu employees
that are still housed at the North Annex site.
• Modeling of traffic operations at the proposed new intersection at Excelsior Boulevard with
Milwaukee / Monroe included accounting for TC &W rail operations for both the 2004 and 2020 time
periods. According to information provided by TC &W, typical rail operations result in one rail
crossing during the AM Peak Hour period and one crossing in the PM Peak Hour period. The rail
operations are somewhat unpredictable due to variations in operations that are outside of the railroad's
control. However, their scheduled operations, under ideal conditions result in an eastbound freight
train crossing daily, Monday through Saturday, during the AM Peak Hour, and a westbound freight
BRW, Inc.
City of Hopkins
February 15, 2001
Page 6
train crossing in the PM Peak Hour. The longest trains, which occur during the peak shipping time for
agricultural commodities, include 85 freight cars. Although the TC &W expects freight traffic to grow
over time, they would handle increased traffic with additional trains, as opposed to longer trains. The
variations in schedule result in delays that would result in crossings of Excelsior Boulevard outside of
the peak hours analyzed. However, to account for the "worst- case" scenario, the freight trains were
assumed to cross during the peak hour periods.
The total time required for the train crossing was determined based on maximum train length,
estimated speed, and the time required for signal preemption, clearing of traffic from the intersection,
and crossing gate closure and opening. The total length of time required to accomplish the crossing
was subtracted from the time available for traffic flow through the intersection. The software used for
modeling requires that the time subtracted be divided between the number of signal cycles included
during the peak hour, thus the results of the modeling indicate the aggregate operation for the entire
hour, and are not based on the delay which would occur if a train crosses. The level of service is based
on average delay, if a train crosses, there will be additional delay during the crossing, and for a period
of time after the crossing while vehicles queued for the train disperse.
• The operations analysis for the 2020 time period at this intersection also included operations of the
proposed HCRRA busway or LRT. Information from the Southwest Corridor Feasibility Study
indicated that LRT operations would be more frequent than bus operations with four crossings during
the peak hour as opposed to three crossings for busses. For this reason, the 2020 operations were
modeled with LRT in addition to the freight rail crossings, which are also included. Because the
planned location for the Busway or LRT station terminating in Hopkins is planned to be located just to
the west of the Excelsior Boulevard crossing, it was assumed that eastbound and westbound
movements could be coordinated to cross Excelsior Boulevard simultaneously. The additional time
required for LRT crossings assumed two -car trains operating on 15- minute headways at 20 miles per
hour as described in the Corridor Study.
• Intersection analysis and Level -of- Service (LOS) determinations were made for both the 2004 and
2020 time periods with, and without the proposed development. Although a number of the
intersections are forecast to have some movements that operate at less than ideal level of service,
comparison of the build and no -build conditions indicates that the operational problems that occur are
the result of background traffic, not additional site - generated traffic. Where appropriate, suggested
mitigation measures to improve LOS are noted in the Study. In general,most all of the intersections
studied will operate at acceptable levels, no worse than LOS D. Two intersections are noted with
LOS E and F forecast for 2020 PM Peak Hour build conditions; T.H. 7 at 5th Avenue, and T.H.
7 at Blake Road. In both cases, the same poor conditions occur in the no -build scenario. Individual
intersection details are included in the tables provided in the Draft Traffic Study. It should be noted
that all of the intersections were analyzed with traffic signal control except for the northerly site access
point from 2nd Street, which was modeled with stop sign control. This intersection is labeled as the
2nd Street / Monroe intersection in the Study, even though it actually occurs to the west of the existing
intersection of Monroe Avenue with 2nd Street.
BRW, Inc.
City of Hopkins
February 15, 2001
Page 7
Some of the remaining investigations into alternative travel routes and ramp metering may be completed
prior to the meetings scheduled with the Planning Commission and City Council for February 27th. Any
additional information completed by that time will be summarized at the meetings.
Design team members involved in the preparation of the intersection design and Draft Traffic Study will be
available, to answer any questions or concerns, at the meetings.
Sincerely,
BRW, Inc.
1/1.-4
Miles Lindberg, ASLA
Senior Associate
attachments
t.
cc: Medica
Design Team
CRESA Partners
• file:47950.001.mem.6
Draft Traffic Impact Study
Medica Corporate Office Building
"YRS
Prepared For:
City of Hopkins
February 7, 2001
Prepared By:
BRW, Inc.
Thresher Square
700 Third Street South
Minneapolis. MN 55415
612.370.0700 Tel
612.370.1378 Fax
1.0 INTRODUCTION
1.1 Project Location
URS/BRW, Inc. conducted a Traffic Impact Study (Traffic Study) for the proposed Medica
office development in the City of Hopkins, Minnesota. Medica proposes to build 450,000 square
feet of corporate headquarters office development and 150,000 square feet of general office
development.
The project is proposed to be located north of Excelsior Boulevard and east of Trunk Highway
(TH) 169 (see ' - ). The Site is bordered on the south by Excelsior Boulevard, on the
west by TH 169, on the north by 2nd Street, and on the east by Monroe Avenue /Jackson Avenue.
Supervalu is the present owner of the proposed site development and is currently utilizing the
site for office and administrative functions related to their warehouse and distribution business.
1.2 Site Access
Direct access to the site is expected to be provided via Monroe Street/Jackson Street to the
south/east and 2nd Street to the North.
TH 169 provides the closest and most direct access to the regional roadway system. This
highway is a four -lane north -south roadway located approximately 'Aa mile west of the Project
Site with a full- access interchange at Excelsior Boulevard. East of TH 169, Excelsior Boulevard
is a four -lane east -west undivided arterial roadway and is the closest main arterial to the
proposed development site. West of TH 169, Excelsior Boulevard is a four -lane divided
roadway with left and right turn lanes. TH 7 is a four -lane divided arterial roadway located
approximately 3 /4 mile north of the Project Site. This roadway also provides east -west traffic
movement through the west metro area.
1.3 Study Years
Typically, traffic conditions for the year after opening of a proposed development are analyzed
to compare base (background) conditions to conditions with the new development. The
proposed development is expected to be completed in Year 2003. Therefore, one year after
opening is expected to occur in Year 2004.
Typically, a forecast period of 20 years is analyzed to determine the impacts of the proposed
development for future conditions. Therefore, Year 2020 was chosen to be analyzed as the
forecast year to correspond with the Metropolitan Council's forecasts for traffic volumes, future
developments, and roadway improvements in the City of Hopkins.
1.4 Peak Hours
Medica 1 -1 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
The peak hour is defined as the one hour period in which the greatest number of vehicles enter
into an individual intersection. Because the volume of traffic entering into an individual
intersection is independent of traffic entering into another intersection, the peak hour for each of
the individual intersections may be different. Typically, the AM peak hour occurs between 7:00
AM and 9:00 AM, and the PM peak period occurs between 4:00 PM and 6:00 PM. The peak
hours for the intersections studied for this analysis are discussed in Section 2.1. Using the
expected highest traffic volumes (peak hours) for each intersection enables the analysis of a
"worst -case scenario" to be evaluated for the development.
1.5 Purpose and Elements of Study
The purpose of the analysis was to identify potential traffic impacts associated with the
development of the Medica office building and to identify strategies for mitigating these
potential impacts. The following elements were included for this study:
Medica
• Methodology and Assumptions
• Year 2004 No -Build Conditions
• Year 2004 Post - Development Conditions
• Year 2020 No -Build Conditions
• Year 2020 Post - Development Conditions
• Conclusions
1 -2 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
Excelsior Blvd / TN 169 West Ram
Excelsior Blvd / TN 169 East Ram
Excelsior Blvd / Monroe Ave
Excelsior Blvd / Blake Rd
Source , Inc.
2/13/01
PM_Dev_2004(P0_2004)
West A • • roach
East A • • roach
South A
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North Al
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Right
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59
201
338
368
179
178
463
402
225
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103
90
81
84
167
171
100
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150
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2600
120
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330
150
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100
165
1300
1300
90
Excelsior Blvd / TN 169 West Ram
Excelsior Blvd / TN 169 East Ram
Excelsior Blvd / Monroe Ave
Excelsior Blvd / Blake Rd
Source , Inc.
2/13/01
PM_Dev_2004(P0_2004)
West Approach
East Approach
Southth Approach
South Approach
North Approach
Left
Left
Thru
Thru/Rt
Left
Thru
Thru
Right
Lt/Thru
Right
Left
Lt/Thru
Right
Queue Length - 95th
Percentile(ft)
187
191
356
343
31
201
229
66
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178
159
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Link /Storag Length (ft)
240
1000
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800
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Excelsior Blvd / TN 169 West Ram
Excelsior Blvd / TN 169 East Ram
Excelsior Blvd / Monroe Ave
Excelsior Blvd / Blake Rd
Source , Inc.
2/13/01
PM_Dev_2004(P0_2004)
West Approach
East Approach
Southth Approach
North Approach
Left
Left
Thru
Thru/Rt
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Thru
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149
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254
276
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800
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Excelsior Blvd / TN 169 West Ram
Excelsior Blvd / TN 169 East Ram
Excelsior Blvd / Monroe Ave
Excelsior Blvd / Blake Rd
Source , Inc.
2/13/01
PM_Dev_2004(P0_2004)
West Approach
East Approach
North
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106
108
150
160
141
138
50
176
151
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250
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1100
1100
1000
1000
1000
500
500
200
Excelsior Blvd / TN 169 West Ram
Excelsior Blvd / TN 169 East Ram
Excelsior Blvd / Monroe Ave
Excelsior Blvd / Blake Rd
Source , Inc.
2/13/01
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Intersection
AM Peak Hour
PM Peak Hour
TH 7 / 5 Avenue
7:15
— 8:15
4:45
— 5:45
TH 7 / Blake Road (CR 20)
7:15
— 8:15
5:00
— 6:00
5 Avenue / Minnetonka Mills Road
7:45
— 8:45
4:45
— 5:45
Blake Road (CR 20) / 2 Street
7:30
— 8:30
4:45
— 5:45
2nd Street / Monroe Avenue
7:15
— 8:15
4:30
— 5:30
Excelsior Boulevard / TH 169 West
Ramp
7 :00
— 8:00
4:30
— 5:30
Excelsior Boulevard / TH 169 East
Ramp
7:30
— 8:30
4:30
— 5:30
Excelsior Boulevard / Monroe Street *
7:30
— 8:30
4:30
— 5:30
Excelsior Boulevard / Blake Road (CR
20)
7:30
— 8:30
4:45
— 5:45
2.0 METHODOLOGY AND ASSUMPTIONS
2.1 Intersections Studied
Key intersections to be included in the Traffic Study analysis were selected based on the
potential level of Project related impacts. The eight key intersections along with their associated
AM and PM peak hours include:
* Volumes were combined from the Excelsior Boulevard / Milwaukee Avenue and Excelsior
Boulevard / St. Louis Street intersections.
2.2 Traffic Volumes
: Key Intersections and Peak Hours
shows the key intersections and the traffic control at those key intersections.
Intersection turning movement volumes were collected over several days by BRW, Inc. in
January of 2001 for the eight key existing intersections. Because the volumes were collected on
different days; the results of the data indicated varying peak hours at individual intersections.
Historic Average Daily Traffic (ADT) volumes for the surroundin : roadway network were
collected from 1990 to 1998 using the Mn/DOT Traffic Flow maps ). Based on the
historic data for this area, the ADT volumes have remained the same or decreased over the past
eight years at all locations where the data was collected. However, Hennepin County provides
forecast information for the Years 2010 and 2020 for all major roadways located within their
county. These forecasts are determined using a regional modeling software called TranPlan,
which is provided by the Metropolitan Council. The most recent update to these forecasts
occurred in Year 1998. Along with the historic ADT volumes, ` also includes the
Hennepin County ADT Year 2020 volume forecasts for the surrounding roadways. Based on the
differences between the Year 1998 and Year 2020 forecast volumes, an average growth rate per
year was determined to be used to calculate the impacts of background traffic in future years.
Medica 2 -1 February 6, 2001
Draft Traffic Impact Study
Hopkins, Minnesota
After examining the differences between the Year 1998 ADT volumes and the Year 2020
forecast ADT volumes, the growth rate is expected to be lower along Excelsior Boulevard.
Therefore, the four intersections included in the study along Excelsior Boulevard were assumed
to have a 0.5 percent growth rate per year. All other intersection included in the study were
expected to have a higher growth rate; therefore, a 1.0 percent growth rate per year was assumed
for these intersections.
23 Signal Timing
For this Traffic Study, the signal timings for each coordinated system were optimized for each
scenario that was analyzed to represent the "traffic responsive" manner in which the signal
controllers operate at the intersections included in the study. By allowing the signals to operate
at what would be considered their optimal efficiency, the level of service (LOS) and queuing
results could show an improvement from the no -build to the build scenarios even though traffic
volumes had increased. This occurs because more "green time" is given to the critical
movements.
2.4 Project Trip Generation and Directional Distribution
Based on the proposed land use of the Medica Office and size of the Project, the appropriate trip
generation (number of vehicles generated by the Project per hour per day) was computed. These
trips were then assigned to the roadway system, by means of directional distribution, to
determine the anticipated traffic volumes at each of the key intersections included in the Study
Area.
2.4.1 Trip Generation
Trip generation rates are based on national averages compiled by the Institute of Transportation
Engineers (ITE). The averages are based on actual data collected from specific sites where
similar developments have occurred. The Trip Generation Manual, 6 Edition, published by the
ITE in 1997, is an accepted and widely used resource in the Transportation Field for determining
trip generation values.
Medica is expected to construct a corporate headquarters building on the proposed Project Site.
As part of this construction, a portion of this building will be leased as general office space.
Because Medica is expected to use the building as their corporate headquarters, the Corporate
Headquarters Office Building land use (from the Trip Generation Manual) was used to determine
the trip generation. According to the Trip Generation Manual, "A corporate headquarters
building is a single tenant office that houses the corporate headquarters for a company or
organization, which generally contains the offices, meeting rooms, space for file storage and data
processing, a restaurant or cafeteria, and other service functions." As stated above, a portion of
the building will be leased as general office space. Therefore, the General Office Building land
use (from the Trip Generation Manual) was used to determine the trip generation for this portion
of the development.
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Draft Traffic Impact Study Hopkins, Minnesota
•
In order to compare a development with the research compiled in the Trip Generation Manual, an
average trip generation rate criteria must be selected. For this analysis, the square feet of
development was used to determine the number of trips generated for each land use.
shows the specific trip generation values for the AM peak hour, PM peak hour, and
average daily trips for each development land use based on the expected square footage of
development. The proposed development is expected to generate approximately 5,120 trips
daily, 890 trips during the AM peak hour, and 850 trips during the PM peak hour.
2.4.2 Directional Distribution
An initial zip code survey of Medica employees who live within the seven - county metropolitan
region was conducted in November of 2000. From this survey, the general locations of where
most employees live could be determined. These locations were then divided by the route that
they would use to drive to /from work. These routes then determine the directional distribution of
employees entering/leaving the site. However, the results of the survey were not consistent with
what was expected. Because the existing Medica Office Building is located in the west
metropolitan area, more employees were expected to use Excelsior Boulevard from the west to
access the proposed site. Therefore, a second survey was conducted for new employees only in
January of 2001 to determine if the distribution of employees would change. The adjusted
employee distribution, based on this new survey, found that more employees would be expected
to access the Site via Excelsior Boulevard west of TH 169. Therefore, the initial employee
distribution was modified and the final directional distribution of employees entering/leaving the
Approximately 53 percent of the site-generated trips Site was determined �� �.��� ). pp y s are p g p
expected to access the site on Excelsior Boulevard to the west. Another 22 percent of the trips
are expected to access the site on Excelsior Boulevard to the east and 2 percent from Milwaukee
Street south of Excelsior Boulevard. The remaining 23 percent of the trips are expected to
access the site via 2 Street.
2.5 Capacity Analysis
A capacity analysis is a process that estimates the quality of traffic flow along segments of
roadway and through intersections. The key factors affecting capacity include: roadway
geometrics, traffic volumes, incidents, and the types of intersection control.
The results of a capacity analysis are typically presented in the form of a letter grade (A through
F) that provides a qualitative indication of the operational efficiency or effectiveness. The letter
grade assigned to the analysis is referred to as level of service (LOS). By definition, LOS A
conditions represent high- quality operations (i.e., motorists experience very little delay or
interference) while LOS F conditions represent failing operations (i.e., extreme delay or severe
congestion) describes each level of service grade for signalized intersections.
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Draft Traffic Impact Study
Level of Service
A
Delay Per Vehicle
(seconds)
<= 10
Description
Excellent conditions
: Level of Service Criteria for Signalized Intersections *
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February 6, 2001
Hopkins, Minnesota
B
> 10 and <= 20
Good conditions
C
> 20 and <= 35
Average conditions
D
>35 and <= 55
Acceptable conditions
E
> 55 and < =80
Poor conditions
F
> 80
Failing conditions
* Source: Highway Capacity Manual, December 1997 — Table 9 -1
LOS D is considered to be an acceptable level of traffic operations in urbanized areas during
peak traffic hours based on Mn/DOT standards and practices.
The analysis associates a level of service grade corresponding to each movement (left turn,
through, and right turn) at an individual intersection. The overall intersection level of service is
calculated by using a weighted average of the volumes and delay associated with each individual
movement. Consequently, and intersection could have an acceptable overall level of service
even though some of the individual movements are reported as LOS E or F. A detailed
description of how overall intersection level of service is calculated is provided in
2.6 Queuing Analysis
Using only a capacity analysis to determine impacts would neglect potential queuing issues
resulting from the background traffic or proposed development. A queue is defined as a line of
one or more vehicles waiting to be serviced by the system. For this analysis, the system is
represented by a signalized or unsignalized intersection. A queuing analysis was also conducted
to determine if adequate storage length for left and right turn lanes exists and will be available
for future conditions. In addition, the queuing analysis indicates issues with through - traffic
spilling back into the upstream intersection.
The storage length for this Traffic Study is defined as the length of the turn lane (not including
the length of the taper into the turn lane) or the distance between intersections (from the near side
of the downstream intersection to the far side of the upstream intersection). The queue lengths
reported for the analysis were the 95 percentile queues that are expected to occur during the
peak hour. In some instances, the 95 percentile queue length may be expected to exceed the
storage length only once during the peak hour; however, the queue length is still reported as
exceeding the storage length.
A queue length from a left or right turn lane can exceed the storage length of the lane because of
background traffic or Site- generated traffic. Roadway improvements to accommodate the
background traffic or mitigation measures to handle Site - generated traffic may not be necessary
unless it is determined that the queue has a significant impact on the operations at that
intersection or the next upstream intersection. Examples where the queue lengths would be
considered a significant traffic operational deficiency and roadway improvements or mitigation
measures should be considered include:
1. A queue length at a particular intersection exceeds the storage length causing through traffic
to spill back through the next upstream intersection.
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Draft Traffic Impact Study Hopkins, Minnesota
2. A queue length at a particular intersection exceeds the storage length and does not clear out
throughout the peak hour, with the result that traffic volumes for the entire system begin to
decrease.
Examples where the queue lengths would not be considered a significant traffic operational
deficiency and roadway improvements or mitigation measures would not be imperative include:
1. A queue length at a particular intersection exceeds the storage length by only a small
distance.
2. A queue length at a particular intersection exceeds the storage length but it does clear out
throughout the peak hour.
2.7 Defining Impacts
As previously discussed, traffic impacts can be defined in a number of ways including: a) by the
level of service of the entire intersection, b) by the level of service of individual movements
within an intersection, and c) by the relationship between the queue length and the storage length
of an intersection movement.
Once a deficiency in an intersection, an intersection movement, or a queue length is identified,
the next step is to determine if the deficiency warrants a roadway improvement (if caused by
background traffic) or a mitigation measure (if caused by Site - generated traffic). The following
standards are applied:
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For an intersection, the overall level of service of an intersection is expected to be at a
LOS E or F;
• For one or more individual movements at an intersection, the level of service is expected
to be at a LOS E or F, which results in a significant decrease in the overall operational
efficiency at the intersection; or
For one or more queue lengths, the queue length exceeds the storage length, which results
in significant upstream traffic impacts.
The following guidelines were applied when conducting the traffic analysis and identifying the
need to consider roadway improvements or mitigation measures.
All intersections operating at a LOS E or F as a result of background traffic or Site -
generated traffic would be considered for roadway improvement or mitigation measures.
However, not all intersection movements expected to be at a LOS E or F require roadway
improvements or mitigation measures. For example, if an individual movement operates
at a LOS E or F but has a low volume, the movement would not be expected to
significantly decrease the overall operation at the intersection.
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Draft Traffic Impact Study Hopkins, Minnesota
Similarly, not all queue lengths that exceed storage lengths necessitate roadway
improvements or mitigation measures. For example, if a queue length exceeds the
storage length but by only a short distance, the queue would not be expected to have a
significant upstream impact. Or if the queue diminishes (clears out) regularly throughout
the peak hour, the movement would not be expected to significantly disrupt upstream
traffic.
In addition, if an intersection or a specific movement at an intersection warrants
consideration for mitigation due to the increased traffic volumes from a development,
improvements would be applied only to return the intersection or specific movement back
to the existing (background) traffic conditions. For example, if a particular intersection
operates at a LOS E under existing conditions and LOS F with development volumes,
mitigation measures would be considered to return the intersection to a LOS E condition.
Mitigations to improve the intersection to an acceptable (LOS D) condition, which would
be better than the existing conditions, would not be considered.
Once a specific deficiency is identified that necessitates consideration for a roadway
improvement or mitigation measure, the following solutions are evaluated to reduce or eliminate
the deficiency:
Optimizing the intersection signal timing, adjusting the intersection phasing, and/or
reassigning the lane geometry;
Implementing geometric improvements, including adding through lanes, adding turn lanes or
lengthening turn lanes;
• Suggesting ways to reduce the number of vehicles that use that intersection or individual
intersection movement. Such as directing vehicles to alternate routes or suggesting alternate
modes of transportation.
2.8 Freight Train Characteristics
Currently, there is an at -grade railroad crossing on Excelsior Boulevard between St. Louis Street
and Milwaukee Street. As part of the proposed development, a single intersection is expected to
be constructed at Excelsior Boulevard and Monroe Avenue that would provide access to St.
Louis Street and Milwaukee Street and to the proposed site. The railroad would be expected to
cross Excelsior Boulevard diagonally through this intersection. The following is a list of the
existing average characteristics of the freight train that were included in the traffic analysis:
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1. Train length is approximately 85 cars;
2. One car is approximately 60 feet long;
3. Therefore, the total train length is approximately 5,100 feet;
4. The speed of the train through the intersection is approximately 20 miles - per -hour
(mph);
5. Based on this information, the train was assumed to stop traffic on Excelsior
Boulevard for approximately 260 seconds (4 minutes and 20 seconds), which
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Draft Traffic Impact Study Hopkins, Minnesota
includes: time to clear the traffic from the intersection, time to lower the gate arms,
time to have the gate arms down before the train arrives, time for the train to travel
through the intersection, and time to raise the gate arms.
The software that was used to determine the impacts of the Site - generated traffic on the
surrounding roadway system does not have the capability to allow the intersection to be closed
for the full time that the train is going through the intersection and then return the intersection to
normal operation without the impacts of the train. Therefore, in order to analyze the impacts of
the train going through the Excelsior Boulevard / Monroe Avenue intersection, the total time that
the intersection is closed was distributed per cycle length. For example, if the cycle length is 120
seconds, there are 30 cycles per hour (3600 seconds per hour / 120 seconds per cycle). If total
time of 260 seconds is divided by 30 cycles, the time that the train uses per cycle is 8.57 seconds
per cycle (round to 9 seconds per cycle). Therefore, for every cycle, there were 9 seconds where
no vehicles could go through the intersection. The amount of time where no vehicles could
travel through the intersection varies with the cycle length. The lower the cycle length, the lower
amount of time that the intersection is closed to traffic and vice versa.
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Draft Traffic Impact Study Hopkins, Minnesota
3.0 YEAR 2004 NO -BUILD CONDITIONS
The proposed Medica development site is located in the City of Hopkins and is incorporated as
part of the North Side Annex Site redevelopment. The proposed office development is located
immediately north of Excelsior Boulevard and east of TH 169. Monroe Avenue /Jackson Street
and 2nd Street would provide direct access to the site. Indirect access to the site is provided by
several other roadways, which include: Excelsior Boulevard, TH 169, TH 7, and Blake Road.
A Year 2004 no -build condition was analyzed to determine the impacts on the roadway system
created by the proposed Medica redevelopment. The analysis consisted of using the field
counted turning movement volumes collected for the intersections included in the study and
forecasting these volumes out to Year 2020 based on the 0.5 percent and 1.0 percent average
growth rate per year depending on the location (See section 2.2 for determination of growth
rate). The background volumes were then used in conjunction with the existing and programmed
geometrics and optimized signal timings to develop level of service and queuing results for the
Year 2004.
3.1 Existing Land Use
Supervalu is the present owner of the proposed site development and is currently utilizing the
site for office and administrative functions related to their warehouse and distribution business.
Approximately 60 employees are working at this existing site. Because of this low number of
employees, the number of trips generated by this land use is not expected to have a significant
impact; therefore, the number of trips generated by the land use was not removed from the
background traffic volumes.
3.2 Roadway Geometry
Excelsior Boulevard is currently a four lane east -west undivided arterial roadway east of TH 169.
West of TH 169, Excelsior Boulevard is a four -lane divided roadway with left and right turn
lanes. The current speed limit on Excelsior Boulevard is 35 mph. However, Hennepin County
has programmed for the improvement of Excelsior Boulevard from the TH 169 East Ramp
intersection to east of the Blake Road intersection. These roadway improvements are
programmed 'to begin in the Summer of Year 2001 and consist of constructin a four -lane
divided roadway with left and right turn lanes at the major intersections. See for the
proposed Hennepin County improvements. Also, as part of the proposed Medica redevelopment,
a new intersection is expected to be constructed by the Developer at Excelsior Boulevard and
Monroe Avenue (See for the proposed geometry for this intersection).
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Draft Traffic Impact Study
TH 7 is classified as a "Major Arterial" roadway with a posted speed limit of 45 mph. The
roadway is a four -lane divided roadway with left and right turn lanes at the major, signalized
intersections.
3 -1 February 6, 2001
Hopkins, Minnesota
Blake Road is a four lane undivided roadway with left and right turn lanes at the major
intersections and is classified as "Minor Arterial" roadway with a posted speed limit of 35 mph
north of 2 Street and 30 mph south of 2nd Street.
shows the roadway geometry at the key intersections included in the Traffic Study.
3.3 AM Peak Hour Analysis
A capacity and queuing analysis was conducted for the Year 2004 AM peak hour using the
existing and programmed lane geometry, optimized AM s - ak hour signal timings, and forecast
AM peak hour background turning movement volumes
3.3.1 Intersection Level of Service
The results of the intersection level of service (LOS) analysis are presented in
During the AM peak hour, all intersections included in the analysis are expected to operate at a
LOS C or better.
3.3.2 Intersection Movement Level of Service
also identifies the results of the analysis by intersection movements. During the AM
peak hour, there were left turn movements at several intersections that are expected to operate at
a LOS E. However, these movements are expected to have low volumes or are at locations
where the cycle lengths for the intersection are higher and more time is given to the through
movements to accommodate the high volume of traffic. Upon examining the queue lengths,
these left turn movements are not expected to impact the adjacent through lanes (see Queuing
Analysis in Section 3.3.3 below). All other intersection movements are expected to operate at a
LOS D or better.
3.3.3 Queuing Analysis
During the AM peak hour, the locations where the queue lengths are expected to exceed the
storage lengths or the distances between intersections include:
The TH ? / 5 Avenue intersection south approach left tum is expected to exceed the
storage length by 10 feet; and,
3.4 PM Peak Hour Analysis
A capacity and queuing analysis was conducted for the Year 2004 PM peak hour using the
existing and programmed lane geometry, optimized PM peak hour signal timings, and forecast
PM peak hour background turning movement volumes
Medica
The Excelsior Boulevard / Blake Road intersection south approach left turn is
expected to exceed the storage length by 30 feet.
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Draft Traffic Impact Study Hopkins, Minnesota
3.4.1 Intersection Level of Service
The results of the intersection level of service (LOS) analysis are presented in
During the PM peak hour, all intersections included in the analysis are expected to operate at a
LOS D or better.
3.4.2 Intersection Movement Level of Service
also identifies the results of the analysis by intersection movements. During the PM
peak hour, there were left turn movements at several intersections that are expected to operate at
a LOS E. However, these movements are expected to have low volumes or are at locations
where the cycle lengths for the intersection are higher and more time is given to the through
movements to accommodate the high volume of traffic or they are at locations where the
volumes are low. Upon examining the queue lengths, these left turn movements are not expected
to impact the adjacent through lanes (see Queuing Analysis in Section 3.3.3 below), except for
the following location:
• The TH 7 / Blake Road intersection south approach left turn is expected to operate at
a LOS F. This left turn is expected to impact the adjacent through lane, which in turn
is expected to impact the upstream signal.
All other individual movements at each intersection are expected to operate at a LOS D or better.
3.4.3 Queuing Analysis
During the PM peak hour, the locations where the queue lengths are expected to exceed the
storage lengths or the distances between intersections include:
The TH 7 / 5 Avenue intersection west and east approach left turns are expected to
exceed the storage lengths by 30 feet and 50 feet, respectively;
The TH 7 / Blake Road intersection south approach left tum and adjacent through
lane are expected to exceed the storage length by 65 feet and 60 feet, respectively;
and,
The Excelsior Boulevard / Blake Road intersection east and south approach left turns
are expected to exceed the storage lengths by 50 feet and 15 feet, respectively.
There are several locations where the queue lengths for right turn lanes were reported to exceed
the storage lengths. However a false queue is being created b the volume in the throe _h lanes
bloc ' s • i • ht turnin _ vehicles from enterin
into the ri
ht turn lane. Therefore, these
ueues
have not been listed in this analysis
3.5 Potential Roadway Improvements
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Hopkins, Minnesota
The purpose of this section is to identify possible improvements that could be made through
roadway construction or through modifying the signal system that would improve the
intersection level of service, intersection movement level of service, or the queue lengths to
acceptable conditions (see Section 2.7 for Defining Impacts). Due to the impacts of the
background traffic volumes, possible improvements could be made at the following
intersections.
3.5.1 TH 7 / Blake Road
The queue lengths for the left turn lane on the south approach are expected to extend beyond the
left turn lane and impact the adjacent through lanes, which in turn impacts the upstream
intersection. A possible improvement to reduce the impacts of the queue length includes:
Medica
• Constructing a dual left turn lane on the south approach to the intersection. This
improvement would be expected to reduce the impact of the queue length by
providing extra storage space. Also, the signal would be able to operate more
efficiently, because more "green time" could be given to the high volume east -west
through movements. However, this improvement was not assumed to be inplace for
post- development conditions.
3.5.2 Other Intersections
Because the other intersections and intersection movements do not significantly impact the
overall operations of the system, there are no improvements suggested for these conditions.
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Draft Traffic Impact Study Hopkins, Minnesota
4.0 YEAR 2004 POST- DEVELOPMENT CONDITIONS
The Medica office building development is expected to open in Year 2003. Therefore, one year
after opening (Year 2004) was analyzed to determine the impacts on the surrounding roadway
network. The calculated post- development traffic volumes were added to the background traffic
volumes and used in conjunction with the optimized signal timings and existing and programmed
roadway geometry to develop AM and PM peak hour level of service and queue length results.
The post- development volumes are based on full development of the site by Year 2004. This
includes 450,000 square feet of corporate headquarters and 150,000 square feet of general office
building.
4.1 AM Peak Hour Analysis
The Year 2004 post - development AM peak hour turning movement volumes are presented in
A capacity and queuing analysis was conducted for the Year 2004 AM peak hour
using the existing and programmed lane geometry, optimized AM peak hour signal timings, and
post - development AM peak hour turning movement volumes.
4.1.1 Intersection Level of Service
The results of the intersection level of service (LOS) analysis are presented in
During the AM peak hour, all intersections included in the analysis are expected to operate at a
LOS C or better.
4.1.2 Intersection Movement Level of Service
also identifies the results of the analysis by intersection movements. During the AM
peak hour, there were left turn movements at several intersections that are expected to operate at
a LOS E. However, as was the case for the Year 2004 no -build AM peak hour scenario, these
movements are expected to have low volumes or are at locations where the cycle lengths for the
intersection are higher and more time is given to the through movements to accommodate the
high volume of traffic. Upon examining the queue lengths, these left turn movements are not
expected to impact the adjacent through lanes (see Queuing Analysis in Section 4.1.3 below).
All other intersection movements are expected to operate at a LOS D or better.
4.1.3 Queuing Analysis
During the AM peak hour, the locations where the queue lengths are expected to exceed the
storage lengths or the distances between intersections due to the Site - generated traffic are the
same as those in the Year 2004 no -build scenario. Again, these locations include:
The TH 7 / 5` Avenue intersection south approach left turn is expected to exceed the
storage length by 40 feet; and,
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4 -1 February 6, 2001
Hopkins, Minnesota
• The Excelsior Boulevard / Blake Road intersection south approach left turn is
expected to exceed the storage length by 55 feet.
4.2 PM Peak Hour Analysis
The Year 2004 post- development PM peak hour turning movement volumes are presented in
} . A capacity and queuing analysis was conducted for the Year 2004 PM peak hour
using the existing and programmed lane geometry, optimized PM peak hour signal timings, and
post- development PM peak hour turning movement volumes.
4.2.1 Intersection Level of Service
4.2.2 Intersection Movement Level of Service
4.2.3 Queuing Analysis
Medica
The results of the intersection level of service (LOS) analysis are presented in
During the PM peak hour, all intersections included in the analysis are expected to operate at a
LOS D or better.
y f also identifies the results of the analysis by intersection movements. During the PM
peak hour, there were left turn movements at several intersections that are expected to operate at
a LOS E. However, as was the case for the Year 2004 no -build PM peak hour scenario, these
movements are expected to have low volumes or are at locations where the cycle lengths for the
intersection are higher and more time is given to the through movements to accommodate the
high volume of traffic.
All other individual movements at each intersection are expected to operate at a LOS D or better
with the addition of the Site - generated traffic volumes.
During the PM peak hour, the locations where the queue lengths were reported to be exceeding
the storage lengths or the distances between intersections due to the site - generated traffic are the
same as those in the Year 2004 no -build scenario. Again, these locations include:
• T'he TH 7 / 5 Avenue intersection west and east approach left turns are expected to
exceed the storage lengths by 60 feet and 50 feet, respectively;
• The TH 7 / Blake Road intersection south approach left turn is expected to exceed the
storage length by 10 feet; and,
• The Excelsior Boulevard / Blake Road intersection east and south approach left tums
are expected to exceed the storage lengths by 65 feet and 15 feet, respectively.
Similar to the Year 2004 no -build PM peak hour scenario, there are several locations where the
queue lengths for right turn lanes were reported to exceed the storage lengths. However, these
queues have not been listed in this analysis because the through traffic lanes block right turning
4 -2 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
vehicles from entering into the right turn lane thus creating a false queue that is greater than the
storage length.
4.3 Potential Mitigation Measures
The purpose of this section is to identify potential mitigation measures that could be made
through roadway construction or through modifying the signal system that would be expected to
improve the intersection level of service, intersection movement level of service, or the queue
lengths to acceptable conditions (see Section 2.7 for Defining Impacts). Due to the impacts of
the Site - generated traffic volumes, no potential mitigation measures were necessary to improve
the operations for the any of the intersections included in the analysis.
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Hopkins, Minnesota
5.0 YEAR 2020 NO -BUILD CONDITIONS
The Year 2020 No -Build traffic volumes were calculated by applying either a 0.5 percent or 1.0
percent average growth rate per year (depending on the location to the Year 2000 field counted
volumes, as determined in Section 2.2. These volumes were then used in conjunction with the
existing and programmed roadway geometry to develop AM and PM peak hour level of service
and queue length results.
A future no -build condition is analyzed to distinguish the impacts due to total background traffic
and the impacts due to the Project traffic.
5.1 Transit Characteristics
For the Year 2020, the freight train that runs diagonally through the Excelsior Boulevard /
Monroe Avenue intersection is still expected to be in operation. Also, either a Light Rail Transit
(LRT) line or busway is expected to be constructed immediately adjacent to the freight train
railroad tracks. For the Year 2020 no -build and post- development conditions, the LRT
operations were modeled because the impacts of LRT on the surrounding roadway network are
expected to be greater than the impacts created by a busway. The LRT vehicles are expected to
have 15- minute headways, travel at a speed of 20 mph (same as the freight train), and were
assumed to have simultaneous inbound and outbound crossings through the intersection. As
previously discussed, the software that was used to determine the impacts of traffic on the
surrounding roadway system does not have the capability to allow the Excelsior Boulevard /
Monroe Avenue intersection to be closed for the full time that the LRT and the freight train are
going through the intersection and then return the intersection to normal operation. The reported
total time that the intersection is closed was distributed per cycle length. This distributed time
for the LRT was then added to the time that was given to allow the freight train to travel through
the intersection to determine a total time that traffic is not allowed to travel through the
intersection per cycle.
5.2 AM Peak Hour Analysis
The Year 2020 no -build AM peak hour turning movement volumes are presented in
A capacity and queuing analysis was conducted for the Year 2020 AM peak hour using the
existing and programmed lane geometry, optimized AM peak hour signal timings, and forecast
AM peak hour turning movement volumes.
5.2.1 Intersection Level of Service
5.2.2 Intersection Movement Level of Service
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Draft Traffic Impact Study
The results of the intersection level of service (LOS) analysis are presented in
During the AM peak hour, all intersections included in the analysis are expected to operate at a
LOS D or better.
5 -1 February 6, 2001
Hopkins, Minnesota
also identifies the results of the analysis by intersection movements. During the AM
peak hour, there were left turn movements at several intersections that are expected to operate at
a LOS E. These movements are expected to have low volumes or are at locations where the
cycle lengths for the intersection are higher and more time is given to the through movements to
accommodate the high volume of traffic. Upon examining the queue lengths, these left turn
movements are not expected to impact the adjacent through lanes (see Queuing Analysis in
Section 5.2.3 below). However, the TH 7 / Blake intersection has several left turn and through
movements that are expected to operate at a LOS E or F and significantly impact the intersection.
These movements include:
• The west approach through, east approach left turn, south approach through, and
north approach left and through movements are all expected to operate at a LOS E;
and,
• The west and south approach left turn movements are expected to operate at a LOS F.
All other intersection movements are expected to operate at a LOS D or better.
5.2.3 Queuing Analysis
During the AM peak hour, the locations where the queue lengths are expected to exceed the
storage lengths or the distances between intersections due to the forecast background traffic
volumes include:
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• The TH 7 / 5 Avenue intersection east approach left turn is expected to exceed the
storage length by 40 feet; and,
• The TH 7 / Blake Road intersection south approach left turn and adjacent through is
expected to exceed the storage length by 45 feet and 55 feet, respectively; and,
• The Excelsior Boulevard / Blake Road intersection south approach left turn is
expected to exceed the storage length by 10 feet.
The most significant impact is expected to occur at the TH 7 / Blake Road intersection. The
queue lengths from the south approach left turn lane are expected to exceed the storage lengths
and impact the adjacent through lanes, which in turn are expected to extend through the upstream
intersection.
5.3 PM Peak Hour Analysis
The Year 2020 post- development PM peak hour turning movement volumes are presented in
. A capacity and queuing analysis was conducted for the Year 2020 PM peak hour
using the existing and programmed lane geometry, optimized PM peak hour signal timings, and
forecast PM peak hour turning movement volumes.
5.3.1 Intersection Level of Service
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Draft Traffic Impact Study Hopkins, Minnesota
The results of the intersection level of service (LOS) analysis are presented in
During the PM peak hour, all intersections included in the analysis are expected to operate at a
LOS D or better, except for the following:
• The TH 7 / 5 Avenue intersection is expected to operate at a LOS F; and,
• The TH 7 / Blake Road intersection is expected to operate at a LOS E.
5.3.2 Intersection Movement Level of Service
also identifies the results of the analysis by intersection movements. During the PM
peak hour, there were left turn and through movements at several intersections that are expected
to operate at a LOS E or F. The locations where the impacts are expected to have the greatest
impact include:
• The TH 7 / 5 Avenue intersection south approach left turn and north approach
through movements are expected to operate at a LOS E. The west approach left turn;
the east approach left turn, through, right turn; the south approach through; and the
north approach left turn are expected to operate at a LOS F;
• The TH 7 / Blake Road intersection west approach through and north approach left
turn are expected to operate at a LOS E. The west and east approach left turns; the
south approach left turn and through; and the north approach through are all expected
to operate at a LOS F; and
• The Excelsior Boulevard / Monroe Avenue intersection west approach left turn,
through, and right turn and east approach left turn are expected to operate at a LOS E.
However, as was the case for the Year 2020 AM peak hour no-build scenario, several
movements that are expected to operate at a LOS E are at locations that are expected to have low
volumes or where the cycle lengths for the intersection are higher and more time is given to the
through movements to accommodate the high volume of traffic.
All other individual movements at each intersection are expected to operate at a LOS D or better.
5.3.3 Queuing Analysis
During the PM peak hour, the locations where the queue lengths were reported to be exceeding
the storage lengths or the distances between intersections due to the forecast background traffic
volumes include:
• The TH 7 / 5 Avenue intersection west and east approach left turns are expected to
exceed the storage lengths by 35 feet and 50 feet, respectively;
Medica 5 -3 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
• The TH 7 / Blake Road intersection south approach left turn and adjacent through
lanes, and north approach left turn are expected to exceed the storage length by 10
feet, 580 feet, 610 feet, and 70 feet, respectively;
• The Excelsior Boulevard / Monroe Avenue intersection west approach through lanes
are expected to exceed the storage lengths by 65 feet and 25 feet, respectively; and,
• The Excelsior Boulevard / Blake Road intersection east and south approach left turns
are expected to exceed the storage lengths by 50 feet and 30 feet, respectively.
Similar to the Year 2004 no -build PM peak hour scenario, there are several locations where the
queue Iengths for right turn lanes were reported to exceed the storage lengths. However, these
queues have not been listed in this analysis because the through traffic lanes block right turning
vehicles from entering into the right turn lane thus creating a false queue that is greater than the
storage length.
5.4 Potential Roadway Improvement
The purpose of this section is to identify possible improvements that could be made through
roadway construction or through modifying the signal system that would improve the
intersection level of service, intersection movement level of service, or the queue lengths to
acceptable conditions (see Section 2.7 for Defining Impacts). Due to the impacts of the forecast
background traffic volumes, possible improvements could be made at the following
intersections.
5.4.1 TH 7 I Blake Road
The queue lengths for the left turn lane on the south approach are expected to extend beyond the
left turn lane and impact the adjacent through lanes, which in turn impacts the upstream
intersection. A possible improvement to reduce the impacts of the queue length includes:
Medica
• Constructing a dual left turn lane on the south approach to the intersection. This
improvement would be expected to reduce the impact of the queue length by
providing extra storage space. Also, the signal would be able to operate more
efficiently, because more "green time" could be given to the high volume east -west
through movements. However, this improvement was not assumed to be inplace for
post- development conditions.
5.4.2 Excelsior Boulevard / Monroe Avenue
The west approach left turn, through, and right turn movements are all expected to operate at a
LOS E. Also, the queue lengths are expected to extend through the upstream intersection at
Excelsior Boulevard / TH 169 East Ramp. Possible improvements to reduce the impacts of the
delay and queue lengths include:
5-4 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
Provide a grade - separated crossing for the freight train and LRT/Bus line over /under
Excelsior Boulevard.
Construct a third through lane in each direction to increase the capacity of
Excelsior Boulevard.
However, these potential roadway improvements would not be able to occur without extremely
significant construction and acquisition costs.
5.4.3 Other Intersections
Because the other intersections and intersection movements do not significantly impact the
overall operations of the system, there are no improvements suggested for these conditions.
Medica 5 -5 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
6.0 YEAR 2020 POST - DEVELOPMENT CONDITIONS
The Year 2020 post- development Project traffic volumes were added to the forecast background
traffic volumes. These volumes were then used in conjunction with the existing and
programmed roadway geometry to develop AM and PM peak hour level of service and queue
length results.
6.1 AM Peak Hour Analysis
The Year 2020 post - development AM peak hour turning movement volumes are presented in
. A capacity and queuing analysis was conducted for the Year 2020 AM peak hour
using the existing and programmed lane geometry, optimized AM peak hour signal timings, and
post - development AM peak hour turning movement volumes.
6.1.1 Intersection Level of Service
The results of the intersection level of service (LOS) analysis are presented in
During the AM peak hour, all intersections included in the analysis are expected to operate at a
LOS D or better with the addition of the site - generated traffic.
6.1.2 Intersection Movement Level of Service
also identifies the results of the analysis by intersection movements. During the AM
peak hour, there were left turn movements at several intersections that are expected to operate at
a LOS E. As was the case in the Year 2020 no -build scenario, these movements are expected to
have low volumes or are at locations where the cycle lengths' for the intersection are higher and
more time is given to the through movements to accommodate the high volume of traffic. Upon
examining the queue lengths, these left turn movements are not expected to impact the adjacent
through lanes (see Queuing Analysis in Section 6.1.3 below). Also similar to the no -build
scenario, the TH 7 / Blake intersection has several left turn and through movements that are
expected to operate at a LOS E or F and significantly impact the intersection. These movements
include:
• The west approach through, east approach left tum, south approach through, and
north approach left and through movements are all expected to operate at a LOS E;
and,
• The west and south approach left turn movements are expected to operate at a LOS F.
There is one location where the site - generated traffic is expected to create an impact to the
roadway system. The east approach right turn at the Excelsior Boulevard / Monroe Avenue
intersection is expected to operate at a LOS E due to the addition of the site - generated traffic.
However, in viewing the animation file, the vehicles cleared the intersection for every cycle.
All other intersection movements are expected to operate at a LOS D or better.
Medica 6 -1 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
6.1.3 Queuing Analysis
During the AM peak hour, the locations where the queue lengths are expected to exceed the
storage lengths or the distances between intersections due to the site - generated traffic are at the
same locations as those in the Year 2020 AM peak hour no -build scenario. Again, these
locations include:
The TH 7 / 5 Avenue intersection east approach left turn is expected to exceed the
storage length by 15 feet; and,
The TH 7 / Blake Road intersection south approach left turn and adjacent through is
expected to exceed the storage length by 60 feet and 30 feet, respectively; and,
The Excelsior Boulevard / Blake Road intersection east and south approach left turns
are expected to exceed the storage length by 15 feet and 35 feet, respectively.
As was the case in the Year 2020 no -build scenario, the most significant impact is expected to
occur at the TH 7 / Blake Road intersection. The queue lengths from the left turn lane are
expected to exceed the storage lengths and impact the adjacent through lanes, which in turn are
expected to extend through the upstream intersection.
6.2 PM Peak Hour Analysis
The Year 2020 post - development PM peak hour turning movement volumes are presented in
y = l . A capacity and queuing analysis was conducted for the Year 2020 PM peak hour
using the existing and programmed lane geometry, optimized PM peak hour signal timings, and
post - development AM peak hour turning movement volumes.
6.2.1 Intersection Level of Service
The TH 7 / 5 Avenue intersection is expected to operate at a LOS F; and,
The TH 7 / Blake Road intersection is expected to operate at a LOS E.
6.2.2 Intersection Movement Level of Service
The results of the intersection level of service (LOS) analysis are presented in
During the PM peak hour, most of the intersections included in the analysis are expected to
operate at a LOS D or better due to the addition of the site- generated traffic. However, as was
the case in t Year 2020 PM peak hour no -build scenario, the following intersections are still
expected to operate at a LOS E or F:
also identifies the results of the analysis by intersection movements. During the PM
peak hour, there were left turn and through movements at several intersections that are expected
to operate at a LOS E or F. However, these same movements were expected to be operating at or
Medica
6 -2 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
over capacity for the Year 2020 PM peak hour no -build scenario also. The addition of the site -
generated traffic is not expected to significantly decrease the level of operations at these
locations compared to the no -build scenario.
6.2.3 Queuing Analysis
During the PM peak hour, the locations where the queue lengths were reported to be exceeding
the storage lengths or the distances between intersections due to the site - generated traffic are at
the same locations as those in the Year 2020 PM peak hour no -build scenario. Again, these
locations include:
• The TH 7 / 5 Avenue intersection west and east approach left turns are expected to
exceed the storage lengths by 35 feet and 80 feet, respectively;
• The TH 7 / Blake Road intersection south approach left turn and adjacent through
lanes, and north approach left turn are expected to exceed the storage length by 30
feet, 990 feet, 1000 feet, and 55 feet, respectively;
• The Excelsior Boulevard / Blake Road intersection east and south approach left turns
are expected to exceed the storage lengths by 60 feet and 35 feet, respectively.
Similar to the Year 2020 no -build PM peak hour scenario, there are several locations where the
queue lengths for right turn lanes were reported to exceed the storage lengths. However, these
queues have not been listed in this analysis because the through traffic lanes block right turning
vehicles from entering into the right turn lane thus creating a false queue that is greater than the
storage length.
6.3 Potential Mitigation Measures
The purpose of this section is to identify potential mitigation measures that could be made
through roadway construction or through modifying the signal system that would be expected to
improve the intersection level of service, intersection movement level of service, or the queue
lengths to acceptable conditions (see Section 2.7 for Defining Impacts). Due to the impacts of
the Site- genemed traffic volumes, no potential mitigation measures were necessary to improve
the operations for the any of the intersections included in the analysis.
Medica 6 -3 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
7.0 SUMMARY
7.1 Project Summary and Trips Generated
Medica proposes to build a 600,000 square foot office building. Approximately 450,000 square
feet of this development would be used as Medica's Corporate Headquarters. The other 150,000
square feet would be leased out and used as general office space. The ITE Trip Generation
Manual, 6 Edition (1997) was used to determine trip generation rates based on the proposed
land uses for the site.
• From the ITE Trip Generation Manual, a total development size of 450,000 square
feet of corporate headquarters office space and 150,000 square feet of general office
space would be expected to generate approximately 890 vehicle trips during the AM
peak hour and 850 vehicle trips during the PM peak hour.
7.2 Directional Distribution
An initial zip code survey of current Medica employees was conducted in November of 2000.
From this survey, the general locations of where most employees Iive could be determined.
These locations were then categorized into commuting routes to /from work. However, the
results of the survey were not consistent with what was expected. Therefore, a second survey
was conducted for new employees only in January of 2001 to determine if the distribution of
employees would change. Based on the new survey information, the percentage of employees
that access the Site via Excelsior Boulevard west of TH 169 is expected to increase. Therefore,
from the new distribution, the majority of the site - generated trips, approximately 53 percent, are
expected to access the site on Excelsior Boulevard west of Monroe Avenue.
7.3 Freight Train Characteristics
Currently, there is an at -grade railroad crossing on Excelsior Boulevard between St. Louis Street
and Milwaukee Street. As part of the proposed development, a single intersection is expected to
be constructed at Excelsior Boulevard and Monroe Avenue that would provide access to St.
Louis Street and Milwaukee Street and to the proposed site. The railroad would be expected to
cross Excelsior Boulevard diagonally through this intersection. A list of the average
characteristics of a freight train were included in the traffic analysis
7.4 Excelsior Boulevard Reconstruction
Hennepin County has programmed for the improvement of Excelsior Boulevard between the TH
169 East Ramp intersection east of the BIake Road intersection. These roadway improvements
are programmed to begin in the Summer of Year 2001 and consist of constructing a four -lane
divided roadway with left and right turn lanes at the major intersections. See for the
proposed Hennepin County improvements. Also, as part of the proposed Medica redevelopment,
a new intersection is expected to be constructed at Excelsior Boulevard and Monroe Avenue (See
for the proposed geometry for this intersection).
Medica
Draft Traffic Impact Study
7 -1 February 6, 2001
Hopkins, Minnesota
7.5 Year 2004 No -Build Condition
7.5.1 Analysis Results
Capacity and queue analyses were conducted for the Year 2014 and PM peak hours without
the proposed development using the existing and programme roadway geometry, optimized AM
and PM peak hour signal timings, and the forecast AM and PM peak hour turning movement
volumes.
• During the AM peak hour, all intersections are expected to operate at a LOS C or
better. Some individual movements at several locations are expected to operate at a
LOS E. However, these movements are expected to have low volumes or are at
locations where the cycle lengths for the intersection are higher and more time is
given to the through movements to accommodate the high volume of traffic.
During the PM peak hour, all intersections are expected to operate at a LOS D or
better. Some individual movements at several locations are expected to operate at a
LOS E. Again, these movements are expected to have low volumes or are at
locations where the cycle lengths for the intersection are higher and more time is
given to the through movements to accommodate the high volume of traffic.
However, the TH 7 / Blake Road intersection south approach left turn is expected to
operate at a LOS F. This left turn is expected to impact the adjacent through lane,
which in turn is expected to impact the upstream signal.
7.5.2 Potential Roadway Improvements
Due to the impacts of the background traffic volumes, possible improvements could be made at
the following intersections.
TH 7 / Blake Road
1.
Construct a dual left turn lane on the south approach to the intersection. This
improvement would be expected to reduce the impact of the queue length by
providing extra storage space. Also, the signal would be able to operate more
efficiently, because more "green time" could be given to the high volume east -
west through movements. However, this improvement was not assumed to be
inplace for post- development conditions.
7.6 Year 2004 Post- Development Conditions
7.6.1 Analysis Results
Capacity and queue analyses were conducted for the Year 2004 AM and PM peak hours with the
proposed development using the existing and programmed roadway geometry, optimized AM
Medica 7 -2 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
7.6.2 Potential Mitigation Measures
Due to the impacts of the Site - generated traffic volumes, no potential mitigation measures were
410 necessary to improve the operations for any of the intersections included in the analysis.
7.7 Year 2020 Transit Characteristics
and PM peak hour signal timings, and the post - development AM and PM peak hour turning
movement volumes.
• During the AM peak hour, all intersections are expected to operate at a LOS C or
better with the addition of the site - generated traffic. As was the case in the Year 2004
AM peak hour no -build scenario, some individual movements at several locations are
expected to operate at a LOS E. However, these movements are at locations that are
expected to have low volumes or where the cycle lengths for the intersection are
higher and more time is given to the through movements to accommodate the high
volume of traffic.
• During the PM peak hour, all intersections are expected to operate at a LOS D or
better with the addition of the site - generated traffic. Some individual movements at
several locations are expected to operate at a LOS E. As was the case in the Year
2004 PM peak hour no -build scenario, these movements are at locations that are
expected to have low volumes or where the cycle lengths for the intersection are
higher and more time is given to the through movements to accommodate the high
volume of traffic.
As part of the long -term planning for the area, a Light Rail Transit (LRT) route or bus route is
expected to be constructed adjacent to and running parallel to the existing freight train railroad
tracks. For the Year 2020 no -build and post- development conditions, the LRT operations were
modeled because the impacts of LRT on the surrounding roadway network are expected to be
greater than the impacts created by a busway. The LRT vehicles are expected to have 15- minute
headways, travel at a speed of 20 mph (same as the freight train), and were assumed to have
simultaneous inbound and outbound crossings through the intersection.
7.8 Year '2020 No -Build Condition
7.8.1 Analysis Results
Capacity and queue analyses were conducted for the Year 2020 AM and PM peak hours without
the proposed development using the existing and programmed roadway geometry, optimized AM
and PM peak hour signal timings, and the forecast AM and PM peak hour turning movement
volumes.
• During the AM peak hour, all intersections are expected to operate at a LOS D or
better. Some individual movements at several locations are expected to operate at a
LOS E. Similar to the Year 2004 no -build scenarios, these movements are expected
Medica 7 -3 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
Medica
to have low volumes or are at locations where the cycle lengths for the intersection
are higher and more time is given to the through movements to accommodate the high
volume of traffic.
However, the TH 7 / Blake intersection has several left turn and through movements
that are expected to operate at a LOS E or F and queue lengths that are expected to be
greater than the storage lengths. These impacts are expected to significantly impact
the operations of the intersection.
• During the PM peak hour, all intersections are expected to operate at a LOS D or
better, except for the TH 7 / 5 Avenue intersection (LOS F) and the TH 7 / Blake
Road intersection (LOS E). Likewise, several individual movement at these two
intersections are expected to operate at a LOS E or F.
Also, the Excelsior Boulevard / Monroe Avenue intersection west approach left turn,
through, and right turn and east approach left turn are expected to operate at a LOS E
and have queues that extend through the upstream intersection.
7.8.2 Potential Roadway Improvements
Due to the impacts of the forecast background traffic volumes, possible improvements could be
made at the following intersections.
• TH 7 / Blake Road
1. Construct a dual left turn lane on the south approach to the intersection. This
improvement would be expected to reduce the impact of the queue length by
providing extra storage space. Also, the signal would be able to operate more
efficiently, because more "green time" could be given to the high volume east -
west through movements. However, this improvement was not assumed to be
inplace for post- development conditions.
• Excelsior Boulevard / Monroe Avenue
1. Provide a grade- separated crossing for the freight train and LRT/Bus line
over /under Excelsior Boulevard.
2. Construct a third through lane in each direction to increase the capacity of the
Excelsior Boulevard.
However, these potential roadway improvements would not be able to occur without
extremely significant construction and acquisition costs.
7.9 Year 2020 Post - Development Conditions
7.9.1 Analysis Results
7-4 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
Capacity and queue analyses were conducted for the Year 2020 AM and PM peak hours with the
proposed development using the existing and programmed roadway geometry, optimized AM
and PM peak hour signal timings, and the post - development AM and PM peak hour turning
movement volumes.
• During the AM peak hour, all intersections are expected to operate at a LOS D or
better with the addition of the site - generated traffic. However, the east approach right
turn at the Excelsior Boulevard / Monroe Avenue intersection is expected to operate
at a LOS E due to the addition of the site - generated traffic. But, in viewing the
animation file, the vehicles cleared the intersection for every cycle.
• During the PM peak hour, most of the intersections are expected to operate at a LOS
D or better due to the addition of the site - generated traffic. However, as was the case
in the Year 2020 PM peak hour no -build scenario the TH 7 / 5 Avenue and TH 7 /
Blake Road intersections are still expected to operate at LOS E or F, respectively.
7.9.2 Potential Mitigation Measures
Due to the impacts of the Site - generated traffic volumes, no potential mitigation measures were
necessary to improve the operations for any of the intersections included in the analysis.
Medica 7 -5 February 6, 2001
Draft Traffic Impact Study Hopkins, Minnesota
�
Year 2004
Square Feet
(per 1000)
% Entering
% Exiting
Average Number of Trips
Average Rate (per
1000 sf)
Entering
Exiting
Total
Average Daily Trips
450.00
50%
50%
7.72
1,740
1,740
3,470
AM Peak Hour Trips
450.00
93%
7%
1.47
620
50
660
PM Peak Hour Trips
450.00
11%
89%
1.39
70
560
630
Year 2004
Square Feet
(per 1000)
% Entering
_
% Exiting
Average Number of Trips
Average Rate (per
1000 sf)
Entering
Exiting
Total
Average Daily Trips
500.00
na
na
na
2,570
2,570
5,120
AM Peak Hour Trips
500.00
na
na
na
830
80
890
PM Peak Hour Trips
500.00
na
na
na
110
750
850
Year 2004
Square Feet
(per 1000)
% Entering
% Exiting
Average Number of Trips
Average Rate (per
1000 sf)
Entering
Exiting
Total
Average Daily Trips
150.00
50%
50%
11.01
830
830
1,650
AM Peak Hour Trips
150.00
88%
12%
1.56
210
30
230
PM Peak Hour Trips
150.00
17%
83%
1.49
40
190
220
Table 2 -2
Trip Generation
Corporate Headquarters Office Building
Square Footage
ncivaes an development for edica
General Office Building
Square Footage
All Development
Square Footage
Medica TIS
February 2, 2001
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West Approach East Approach South Approach North Approach Intersection Intersection
Left Thru Right Left Thru Ri!ht Left Thru RI t ht Left Thru Ri !ht Total LOS
# Trips (veh/hr) 46 854 133 74 729 80 261 260 164 147 370 97 3215
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ALLEY EXPANSION
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